Control for engines.



Patented Mar. 4, 1913.

ATTORNEYS HENRY J. renew/tan, on Americans, WASHINGTON.

common non ENGINES.

' Specification of Letters Patent. Application filed September 5, 1912. Serial No. 718,650.

. Patented Mar. 4, 1913-.

To aZZ 'whom it may concern:

Be it known that I, HENRY J. PARGHMAN,

acitizen of the United States, and a resif dent of Anacortes, in the county of Skagit and State of Washington, have-invented a new and Improved Control for Engines, of

i which the following is a full, clear, and exact description. i

The invent-ion relates to controls for en-' gines, and more particularly to a manuallycontrolled mechanism of this class; which" comprises' a member having meanswhereby' the admission valve may be so ad usted as to vary the speedof the engine "from normal toa complete stop, without closing the throttle valveor adjusting the governon The object'of-the' invention is-t'o; rovide an inexpensive hand-controlledjmec an sm,g

simple in construction and'reliable in action, which can'be used fordifierentie'ngines and which will not interfe're with the" j the same result, will be A further object of theinvention is to existing controlling means ofthe engine.

. provide a hand-controlled. mechanism so re- :mal'ly. v p Reference is to be'had to the accompanying drawings'forming a part of this'specifilated to the governor'mechanism, that when the engine acquires normal speed, the hand controlling mechanism is automatically dis engaged from the admission valves;

A still further object ofthe invention is to provide a control, by means of which any variation of speed-below the normal, the normal beinggovernor controlled, is -ob'- tained by controlling the cut-01f of the ad- 'mission valve leaving the throttle valve open.

I Still another object is to provide a control where, in connection with a magnet, the engine may be stopped completely from any desired place, without closin' the throttle valve of the engine. And sti-l another ob-' ject of the invention is to make the governor more sensitive when the engineruns nor cation, in which slmllar characters of-ref- 'erence indicate corresponding partsifi all the VIEWS.

. Figure 1 is a side elevation of an embodis ment of'my invention as'attached to a Corliss engine, some of the-parts being broken away; this figure showing the control mechanism, in operation in full, and the. normal position oithe ratchet bar dotted; Fig. 2

is a side view. of mydevice with a rolling weight in place of a fixed one; Fig. 3'is a plan .Wh'en the on Fig. 2, as indicated by the arrow 3; Fig.

4: s a cross section on the line 4-4 of Fig.2; Flg. 5 is an enlarged side elevation of the electrical connection for-the stopping of the 6 engine by-means of my control.

Before proceeding to a more detailed description of m'y'invention, it must be clearly understood that while the drawing shows the invention In .con1'1ection with a special type ofCorliss engine, it may be; attached to any t e'of Corliss 'or other engine. evice is to'be attached to a differenttype ofeh that may made without departing from the underly- "ing spiriti'of the"-1nvent1on."- Itmust alsob e remarked that; while in thei'drawing the de- 4 vice 1s dlrectly' fconnected to the rocking fsha'ft 'of the'governor, soas to eliminate the extra connections withthe admission valves, obtained if an em tirely'separateconstruction is directly at- V valves. In such a 30 'case a separate rocking shaft andi'alve contache'd to the admission nections will be provided. 1 I

Bythe normal speed of the engine is here understood the speed for a normal load for gine, ainodification'of parts required by the special condiindividual preference may be which the governor is adjusted, that is, any 5 variation in load. will make the engine change the'speed, and consequently the governor will change the cut-off of the admission valve and bring the speed again to normal. Injconsequence, to obtain a speed below normal, with which the engine should run, it is necessary to adjust'the governor for the new desired speed, or it is required to ad-. mit less steam to the admission valves, that is, close to a certain extent the throttle valve, thus reducing the amount of cut-oil (lue to thelchange in speed, and in consequence, hunting of the governor will begin, there- 'fore making it dnlicultto obtain the desired change in speed. When a changebelow norloo 'mal is required for a short period .of time only, or when the change may be for different speeds or alternately during the run, disregarding the load'of the engine,- the adjustment of the governor becomes out of the 105 question, as it will too often require a change, and it'is therefore not practicable.

To obviate the hunting for speed" below the normal by the closing of the throttle valve, or by the adjustment of the governor 1 1'0 while the load may fluctuate, as is often re- .quired in practice, I introduce my device.

tical shaft '13 being transmitted to the gov-- ernor and thus actuating the collar 16 during the fluctuation of speed of the engine on the "ertical shaft- 13. The vertical displacement of the collar 16 forces the rod 17 connected to the collar, correspondingly to rise, or descend, and in consequence the end 'of the crank 18', connected tot-he lower end of the rod 17, is also raised or lowered. The crank 17 is fixed to the rocking shaft 19 and rocks the shaft in its bearingplaced on a support 20 in its displacementbythe rod 17. Rigidly attached to .the rocking shaft- 19 aretwo vertically-projectingarms 21 above and below the'center of the'shaft 19; The vertical arms 21 are at their extremities connected bymeans of ,rods 22lto crank arms 23 on the admission'valves 24 on the steam cylinder.2 5. fThestcamcylinf der 25 is provided withfthe, customaryfior-f liss engine parts, rocking plate-26 and con-.

necting rod 2? connecting thesaid 'srodfand plate with the eccentric'ion,, th e main" shaft.

The admission valve '24 is provided with.

knock-off cams 28, as used in all or the Cor liss type engines, and an attachment 29 to the dash pot, the functions ofall the vparts being well known in the art.

So far the'parts described are well known in theart, are common in most of-the Corliss type engines, and through the medium of which the normal speed of the engine: is controlled. a

Rigidly attached to the rocking shaft 19 by mean'sof a bearing iece-31 is-a lever 30,

provided at one end with a toothed member 32,-made to engage a ratchet bar 33, pivotally attached to a collar 34, mounted on the column 20, -the ratchet part of the ratchetjaar 33 formi an arc, having its center in the axis of t e rocking, shaft 19, so that =when-the lever 30 is turned, the toothed member 32 will engage any tooth of the ratchet bar. A spring 35, attached to the ratchet bar 33, bears'against the column 20 and normally disengages the ratchet bar 33 from the. toothed member 32 of the lever 30.

Slidably attached under the'baring piece 31 of the lever 30, by means of bolts, is a slidable member 36, having a slot 36" en gaging the ratchet bar 33.and through which the ratchet bar 33 rojects. The lever 30 at the end opposite t e toothedn ember 32 is' provided with a handle 37, and a rod 38 connects said handle to the slidable member 36. By the actionof the handle 37 the ratchet bar 33 maybe engaged with the motion ,will carry the rockm valve open. I closed as soon as the lever has closed the admission ports, or after, and as no steam toothed member 32, provided on said lever 30, as can be easily seen from the drawings in Fig. 1. The lever30 is also provided near its middle, between the fulcrum point and the handle v37, with a weight; 39, pivotally attached to a slidable member 40 also provided with a set screw 41, by means of which the weight 39 may be placed in any dcsired position between the fulcrum and the handle 37.- By so doing the sensitiveness of the governor may be'a'djusted. At

the end of the lever 30, near the handle 37 is also rovided an eye 42, engaging a rope 43, gui edby pulleys 44 and 45, and carr ing at its free end a guide weight 46. The .weight 46 is guided in a support 47, said support supporting also pulleys 44 and' 45.

The weight 46 at lts upper end has a leap 48, hooked on a similar leap 49, provided at the lower end of a centrally pivoted memher 50, and supported'by the support orv standard 47 The member 50 at the upper .end is provided'with a button 51 facing amagnet 52, also supported on the standard ,47. Awire system '53, provided with a push b1itt6n54, connects the magnet-with a battery55 sothat by means of the button 54,

placed any desired place, the weight 46 maybe unhooked from the member 50, and

as" normally the ratchet bar 33 is disengaged from-the lever 3Q, the weight, in its fallm the lever 30 downwar f g shaft 19 will turn, and the upper and lower projecting arms 20, 21, by mean's'of the rod 22, will prevent the admis sionfvalve from opening, and in consequence ,no steam will be admitted to the cylinder,

and the engine will stop, with the throttle The throttle valve may be is passing to the cylinder, no throttling or wire drawing will take place during the closing of the throttle valve.

In themodified form of mydevice, the lever 30 has a weight 39, rovided with a roller 56 and collars 57, or limiting the travel of said weight on the lever 30 between the fulcrum point and the handle 37 Thereason for this is that while'the engine is running normall under the control of the governor, the rate etbar 33 is disengaged from the member 32 of the lever 30, and the fluctuation in speed makes the lever 30 rotate with the rocking shaft 19, under the action of the governor governing the cut off of the steam to the admission valve. speed decreases, due to an increase in load, t e governor will diminish the cut off, and a certain lapse of time is required before the governor can brin the engine to .the same speed, and toobvite this and increase the sensitiveness of the governor,,the weight 34 is placed on the roller 56 on the lever '30. As it will be seen, under the action of the As the l, by first ing down. In consequence, theweight 39,

mounted on the roller 56, will roll in a direction toward said end (see Fig. 2), so as to' help diminish the out 01f. The reverse will take place when the speed is increased, as can easily be seen.

'In starting the engine with my device, the throttle valve is opened until the engine begins to move, there generally being no load or very little when the engine is being started. Set the lever 30 as shown in Fig. pulling downward on the end of the lever 30 where the rope is attached, and then by forcing the end 37 fromthe dotted position to the position indicated in full lines. Attention is here called to the form of tooth in the ratchet bar 33 and to the member 32, so that to bedisengaged the opposite end of the lever'30 must be raised as the spring 35 again forces the ratchet away from the member.32. By setting the lever 30, as indicated in' Fig. l, the engine is at half of its normal cut olf, thethrottle valve is wide open and the engine havin little or no load will quickly pick up its speed When the speed approaches normal the action of the governor, through the medium of the rocking shaft 19, will force theend of the lever 30 provided with the-r0 e up, and thus the opposite endprovide with the toothed member, down, and consequently allow the spring 35to disengage the ratchet bar 33 from. the toothed member 32. As the engine reaches the normal speed, the engine may be loaded to its normal capacity, as the governor is' then governing the action of the engine.

It must be emphasized again that with my device only speeds below the normal for which the governor is adjusted may be obtained, or a complete stop, without touching the throttle valve. With the Weight placed on the lever, as shown in the drawing and described. the sensitiveness of the governor may be altered, to obtain a certain latitude within which the variation of speed will take place, and again, when the engine is running under the control of my device, the variation in load is such that normal speed cannot be reached so as to throw out the ratchet, as above described. and alter the cut off of the admission valve.

Having thus described my invention, I claim as new and desire to secure by Lettors Patent:-

1. In an engine having a governor in rombinfltion, a rocking shaft, means connecting said rocking shaft to the admission valves of the engine whereby the cut-off. of the admission valves is controlled by the governor when the engine is running normally, a member attached to said rocking shaft,

and means associated with said member,

whereby the said member, rocking shaft and conn cting means may be maintained in any desired position and thereby alter-Ithe cut-oif of the admission valve for-speedbe-- low the normal. v

2. In an enginehaving a governor incombination, a rocking shaft, means connecting said rockin shaftto the admission-valves of the engine whereby the cutoff of the admission valves is-controlled by the gov-- ernor when the engine is running normally,

a member attached to said rocking shaft, a ratchet bar normally disengaged from said member, and means on said member and associated with said ratchet bar, whereby said ratchet bar is made to enga e the said member for the purpose above eseribed.

. 3. In an engine .havin a governor in combination, a rocking s aft, means connecting said rocking shaft to theadmission.

valves. of the engine whereby the cut-off of the admission valves is' controlled by the governor when the-engine is runningnormally, a member attached to said rocking shaft, and a rolling load on said member having means to limit the motion of said lead on said member.

4.- In' an engine havin a governor in combination, a rocking shaft, means connecting said rocking shaft to the-admission valves of the engine whereby the cut-0E of the admission valves is controlled by the governor when the en ine is running normally, a member attac ed to said rocking shaft, and a suspended weight connected to said member, a frame idmg said weight, said suspended weight aving a projection; a lever pivoted on said frame having a projection engaging the said projection of said weight, and is electrically controlled from any desired place, and whereby said weight can be set in motion so'as to operate said member and consequently said rocking shaft and means connecting it the admission valves so as to stop the engine.

5. In an engine havin a governor in combination, a rocking siaft, means connecting said rocking shaft to the admission valves of the engine whereby the cut-off of the admission valves is controlled by the governor when the engine is running normally, a. 'member attached to said rocking shaft having engaging means at one end, a ratchet bar adapted to engage the said end of said member with its ratchet part, said ratchet bar being pivotnlly mounted and having a resilient member keeping said ratchet part normally away from said ongaging end of said member, and means associated with said member and ratchet bar for engaging said ratchet bar with said ongaging end of said member.

6. In an engine havin a governor in combination. a YOCklflS shift, moans connecting said tucking shaft to the admission to engage said engaging means on said memsaid ratchet-bar so that when her, an a resilient member associated with v the engaging end of said member en ages' the ratchet bar the said resilient mem er will only disengage said ratchet bar from said en aging end after saidmembe'r attached to sai rocking shaft will be displaced through a certam scribed 7. In an engine having a governor in combination, a rocking shaft, .means connecting said rocking shaft to the admission valves of the engine whereby the cut-off of theadmission valves is controlled by. the governor when the engine isrunning normally, a lever of the first class attac d to angle for the purpose as above, de-

said rocking shaft having a toothed member at one extremity of said lever, and a weight adjnstably mounted on the opposite 'end, a Y ratchet bar pivotally mounted having the ratchet part in an arc of a c'ritch, the radius of which is the distance from the fulcrum of the lever to the toothed member at its extremity, a resilient member connected with said ratchet bar for normally keeping said ratchet part'of said ratchet baraway from said toothed extremity of said lever, and means associated with said ratchet bar and said lever for engagement of said" ratchet barand said toothed extremity of said lever.

In testimony whereof I have signed my name to this specification in the presence of? two subscribing w tnesses.

HENRY J. PARGHMAN.

Witnesses:

GEO. B. Sm'rn, GEORGIA B. SMITH.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

I 4 Washington, D. 0. 

